Railway vehicle tire



July 23, 1935- J. FATARBOX 2,009,349

f RAILWAY VEHICLE TIRE I Filed June 25, 1932 Il n // r l Y \Q/// m thickness this flexing of mitted into the inner radial wall of the tire, thus Patented July 23, 1935 UNITED STATE/s PATENT y oli-Fics- Edward G.' Philadelphia, Pa.,

vania Budd Manufacturing Company,

a corporation of Pennsyl- Application June 25, 1932, Serial No. 619,232 3 Claims. (Cl. 295-31) My invention relates yto vehicle tires and more particularly to tires of the type adapted for operation on rail vehicles, wherein serious disadvantages are incurred if -tire changes are required because of deflation under every condition of use.

In vehicle tiresl of tlietype enumerated it is essential that the body of air internally of the tire be vperipherally displaced in the tire during operation 'so as to maintain the said body of air in action thereby cooling the walls and keeping them in astate of constant temperature. Tires made for the above purposes incorporating limit stops interiorly or upon the interior walls of the same are expensive to construct and it is one o'f the features of my invention to eliminate this expensive construction. A My invention comprehends a tire having a section substantially oval in shape, the radial inner and outer walls of which are substantially ilattened and practically parallel under conditions of operation thereby diverging from a true oval section and having atread portion of a width' substantially less than the gross width of the tire ,and having means in the said tread portion arranged to maintain the tire cross section substantially as described under all conditions of retained pressure.

Another object of the invention is to have the interior surface walls of the tire per se, act complementally as limit stops.

Another feature of my invention will be found in the fact that when a tire of substantially great transverse section is made wherein the radial spacing of the inner and outer walls is relatively small, flexing of the end or side walls of the tire results inserious fatigue losses resulting in heating and a reduced life of the tire. rBy eliminat ing internal obstructions of the surfaces and by constructing the walls of substantially uniform the side walls is transavoiding serious localization ofrthe flexing and givingatireofgreat life.

I attain the above enumerated desirable objects and others incidental thereto by constructing a tire as' previously described with a cross section substantially' as shown.

Hy invention will be better understood from the following; explanation when considered in connection with the accompanying drawing.

Fisurelisatransversecrosssectionofatire constructed in accordance with my invention shown in operative relation Iwith a raill head, and llig.2isasimilarcrosssectionshowingthe extreme condition oi' total tire deflation.

In the iigures the wheel comprehends substantially a wheel body Il having a rail engaging flange Il and an arcuate section of, considerable axial extent I2 with a tire retaining rim Ilanda tire I4. The normal track section is shown as 5 comprising a. rail I5 with iish plates Il, and the bolted fastening means I'I and Il. The parts described are with the exception oi' the tire not a part of the present invention, but are merely incidental to the embodiment of the invention 10 withinits primary preconceived application.

'I'he tire comprises anannular member having walls of uniform thickness substantially throughout, being the `radially inner and outer walls Il` and 20 respectively, and. the end or side walls .l5 2| and 22, These walls vdeiine a substantially elongated oval air space 23. The radial dimen-v sion4 of this airspace is very small being commensurate with, the spacing between the normal obstructions in railway constructions suchas the 20 bolts I8 or any other structural elements of a lrail system andthe lowermost extremity of the wheel flange 2l. The flange and these obstructions must always be maintained in a spaced ren lation so that under all conditions ot voperation as no situation will occur wherein a tendency will develop to throw the ilange over the rail or to destroy any of the rail structural elements.

It is vitally important in rail operation that the rail structures be not vinterfered with.` It is 30 likewise vitally important that the vehicle should upon no occasion be thrown from the rails due to riding upon obstructions and also it should not be necessary to change a tire immediately upon deilation but the same should be so con-- 36 y structed as to withstand operating usage under conditions of deiiation for a period of time which will not interfere with normal train schedules.

l When the tires `i'or this purpose are constructed with interior abutments or'limit stops essentially 40 a large radial depth of tire is needed. Without these internal limit stops I construct my tire ci' very small radial extent. The transverse extending walls Il and 2l are substantially uniformly spaced throughout their transverse ex 4l tent commensurate `with the dimension previously discussed,so that under conditions of deflation the rail engaging flange will not strike any I parts oi' the track stnxcture. Fig.) shows this' condition. 5 'Iheoutorwall2lgoi'tlietirehssmountodA thereona liofrubberofapprecisbledepth. Mounted interlorly o( thisbody in snlnular relstio'nisrq.' a plurality o( members. of Y. proper formandmaterialtoretainthetireunder u `of flexing, but this flexing is carried into the inner wall I9 and thereby distributed throughout the entire body. The tread portion 25 is likewise of limited width being c'ommensurately large as to the rail head surface but commensu- .rately small as to the total width or gross Width of the tire. This air space may have a transverse dimension of as much as nine times its radial dimension and is necessarily manifold the radial dimension.

The tire of my invention as will readily be seen incorporates the previously enumerated advantageous features and is susceptible of modication within its true spirit and scope, which may be determined from the claims appended hereto andmade a part hereof.

' What I claim is:

1.-A rail vehicle tire for a wheel having a ilange, comprising walls of uniform thickness delining an elongated oval section air space, of radial dimension transversely throughout such as to preclude engagement of the retainingange with customary portions of track equipment, having a tread body of transverse width substantially less than the gross tire width, means in said tread body to limit extension to the predeterminately described cross section formation, and the radially inner walls and lateral portions of the outer wall extending beyond said tread body arranged to ilex freely with the side walls to preclude localized fatigue.

2. A rail'wheel comprising in combination a transversely flat rim base, a rail engaging flange extending radially outwardly from said rim base, a transversely oblong pneumatic tire seated on said rim base and having an outer thickened tread portion of substantially less Width than the total width of the tire and adapted to engage the head of a rail, the side and inner walls of the tire being of substantially uniformly thin cross section as compared with the tread portion, and forming with the outer wall a transversely elongated air space free from integral projections and whose length is many times its radial depth, the radial depth being less than the normal running distance between the iiange and the nearest usual obstruction at any time vertically below it in its path of movement beside the rail, whereby upon deflation of the tire the ilange is prevented from striking such obstructions and the load is supported through the engagement of the outer and inner walls of the tire for the entire width of the rail head.

3. A railway tire having a transverse cross section, the inner and side walls of which are of substantially uniform thickness and the outer wall having a central thickened tread portion and lateral portions of substantially the thickness of the side walls and merging thereinto, the wallsV of the tire enclosing an air space which, when the tire is inflated upon a rim, is limited in radial depth to a value less than the normal running distance between the periphery of a wheel flange and the nearest usual obstruction at any time vertically below its path of movement beside the rail, the gross width of the tire being sufllciently greater than the tread width to enable the lateral portions of the outer wall beyond the tread portion` to partake of flexure in conjunction with the side walls, and an annular winding in the tread portion for determining the radial depth of the air space under ination pressure.

' JOHN P. TARBOX. 

